Internal-combustion engine



Dec. 18, 1928.

R. ARCHER INTERNAL COMBUSTION ENGINE Eijled April 25, 1926 5 Sheets-Sheet 1 gwvenl oz Ra. v

R. ARCHER INTERNAL'COMBUSTION ENGINE Dec. 18, 1928.

5 sheets-sheet 2 Filed April 23, 1926 5 Sheets-Sheet 3 R. ARCHER INTERNAL COMBUSTION ENGINE IHI Filed April 23, 1926 ||||||1La I 111 Dec. 18, 1928.

De 18, 1928. N

R. ARCHER INTERNAL COMBUSTION ENGINE Filed A ril 2;, i926 5 Sheets-Sheet 4 m\ m m w N w K umuamnnnumm1|"mun1mm IHIlHlIl lolo' Dec. 1a, 1928.

R. ARCHER INTERNAL COMBUSTION ENGINE Filed April 23, 1926 5 Sheets-Sheet 5 I Patented Dec. 'lt8, l92 8 1 VI T UNITED Y-STAFTESI. PATENT 1i orn5 nnfmonnancnnnjor nnpmonn; oniieoit mrEaNnL-oormos'rroiv nema A plication filed April 2s, 19%; ,saaz No. 104,014. I

This invention relates to internal combus The invention"comprises-an engine hous 1 tlon engines, especially that type known as mg 1 cast, in upper and lower sections2 and a straight-eight. i 3. The upper sect on 2 is'cast with thelower The primary object of theiinVentionis-to half 5 of rotary valve bearingsf c and the oo" 0 id a high" powered, air cooled engine, upper "half ;7 of crank shaft 'bearingsMG; having a relatively small bore and long Flanges 9am formed at the top of the upper stroke." V f sectionv2 to permit securingthe upper half Another object. is to provide a revolving Set the bearings l-ithereto. I Outer flanges" 10 valve comprising annular concentric air, in are formed along the bofttom edge'of the said i 0 take 'and exhaust chambers, upper-section '2 to 'iacilitate making aleak- Another object is to cast and pivotally ,proofjoint, in boltingthe lower SGfiOnjiii/Q mount the combustion cylinders in pairs upon the said uppersection 2. The lower sect-ion the rotary valve. V: r Q has the lowerhalf 11 of the crankshaft A furtherobject is to provide tubular. pis bearings 6 cast ther'einL -;Ou:ter flanges; 12

15 tons provided with threaded heads and correspondingtothe"outerflanges 10 ofthe mounting the pistons in pairs uponcommon uppersection are formed along the upper crank shaft'bearings, a edge of the lower section to permitbolting A further object isfto provide bearing the said lower section to the uppersection. guides which are rigidly secured to the cylin- Journaled in the bearings 4 is a rotaryvalve 2 ders to relieve the'side strain of the piston 13 comprising a primary shell ll, secondary rods in oscillating the cylinders in unison shell l5v adapted to he concentrically posi with the revolutions of thejcra-nk shaft. tioned within said primary shell 14 and ter- A stilllfurther object is to providea timing I tiary shell lfl-adapted to he concentrically po 1 r mechanism arranged in sucha manner asto sitioned' within said secondaryshell 15, all I 25 fire-the eight cylinders in rotatio telescoped together shown at 18 andadapt' 50 valve Other objects and advantages of theened to rotate together, 'thus dividing the ro--'. gine will becomeapparent from the accomtary valve into" severa'ldistinct concentric panyingdrawings and specifications. v 'cham bers as follows: the center'or exhaust V In the drawings r chamberal9, the middle or intake ehamben20, 30 Figure 1 is a longitudinalvertical section and'the outer or cold airrohamber 21. The 'ofan engineas contemplated by my inventertiary shell 16 which comprisesthe-ex-Y tion; r a I "haust chamber 19 is closed'atits forward end Figure 2 is a front elevatiompartly in sec- 22 and-slightly tapered from the rear endr23 7 tion, showing the driving arrangement of tothe forward end22i- The said tertiary 9U- 35 the rotary Valve; i' shell16 is provided with externally flanged Figure 3 is a transverse vertical section exhaust ports 24;, 25 and 26' for eachsoffthe taken on theline 33 of Figure 1, showing cylinders of the engine. A division flange the lubricating pump drive; T i 27 and asecondary shell flange 28..-are cast I v Figure 4 is a side elevation of the engine, on the outer surface of the tertiary shell16. 40 partly in section, showing the method of, The flangesof the exhaust ports24525and mounting the cylinders'and bearing guldes; 2.6 and the division flange 27 are turned (Figure 5 is a rear-end elevation, showing down'so as. to snugly'fit into the secondary the air draft for the air chamber of the rotary shell 15, permittingthe flange 28 to fit snugly valve," Y i against the rearend of the said secondary 45 .Figure 6 is a detail of the exhaustpipe as shell 15 in orderto close that end of the coinmounted on the rotary valve; V i bus'tion chamber 20. Externally flanged ex- Figure 7 is a detail of a set of cylinders; haust ports I corresponding toand being in Figure 8 is a detail showing the'division perfect alignmentwith the exhaust ports 24; I flange of the tertiary shell of the rotary l25and 26 and flanged intake ports 29, are f a 1 I cast in the secondary shell15./The forward Figures 9, 10,11 and 12 are diagrammatic endfof the secondary shell 15 is reduced, as details-of the cylinders as paired together shown at 30 and formed with a primary shell and timed in numerical'rotation.- V flange 31 andfan' extended Pipe nipp e 32.

v Figure 13 is anenlarged transversely sec The said shell 15 is correspondingly tapered 1m 55 tional view through the valve structure and to the taper of the tertiary shell 16 and has its its housing, other. parts vbeing removed. I flanged ports and primary shell flange turned 2 i designed for a small boreand long down so as to snugly engage the inner periphery of mary shell 14 has the exhaust ports 24, 25 and 26, the intake ports 29 and air intake ports 33 and 34 provided therein and an internal flange 35 formed in its forward end. The said exhaust and intake ports are in perfect alignment with each other and the ports in the various shells. The said primary shell tapers toward the forward end, corresponding to the taper of the secondary and tertiary shells.

Cast or forged combustion cylinders 36 are pivotally strapped to the rotary valve 13 by means of straps 37 formed integrally with the; said cylinders 36. The said straps 37 form the outer sleeve for the primary shell 14 and are bored with a tapering bore corresponding to the size and taper of the said primary shell. The said cylinders 36 which are stroke are formed in pairs u on a common strap and taper on the outside from the breech to the mouth of the cylinders. At their mouth the cylinders 36 have a portion of the side walls and the dividing wall cut out as shown at 33, while their heads are provided with common intake and exhaust ports 39 which are in alignment with the various intake and exhaust ports of the timing shell 13. A crank shaft 40 is journaled in the crank shaft bearings 6. The said crank shaft is formed similar to the crank shafts used in fourcylinder engines. Tubular pistons 41 provided with threaded piston heads 42 are integrally formed with piston rods 43 which are releasably secured to piston rod bearings 45; there being two piston rods secured to each bearcured to a ing. Each .of the said bearings 45 are provided with shoes 46 which are adapted to engage slides 47 that are secured to the cylinder straps 37 for the purpose of relieving the side strains upon the piston rods in swinging the cylinders 36 from side to side in con formity to the rotation of thecrank shaft. The said piston heads are screwed into the pistons so as to form a compression chamber 48 for relieving the cylinders of the strain created by the explosion of the compressed combustible material when ignited. A timing ring 49 made of porcelain or-some other suitable non-conductive material is formed with a series of terminals 50. The said terminals 50 have insulated conductors secured thereto, which are passed thru the cold air chamber 21 and connected with their free ends to spark plugs 51 which are located in the primary shell 14. The spark plugs 51 are connected with the terminals 50. in the rotation in which they fire the cylinders. A timer terminal 52 is insulated against and sesheet metal cap Fig. 4 which covers the rear end of the rotary valve 13 and is secured to the rear bearing 4 of the said rotary valve 13. The said terminal52 is the primary shell 14. The said pri- ,buretor (not shown).

lower section 3 of the housing 1.

and extends connected in the usual: manner tor the magneto or battery (not shown). The cap 53 has mit cold air being is secured in the cap 53 and is adapted to engage the open end of the tertiary shell 18. A shutter 56 is mounted on the exhaust pipe and engages cap 53 to permit closing the apertures in cold weather until the engine has'warmed up suiticiently to thoroughly vaporize the gasoline and run smoothly. A ball bearing race 57 is mountedon the primary shell 14 and has tension pins 58 which are journaled in the cap secured thereto. IA bolt 59 carrying a leaf spring 60 is secured in the exhaust pipe 55; the said leaf spring 60 being adapted to engage the tension pins 58 toprovide means for keeping the said rotary valve in snug en gagement with the cylinder straps 37 during the stages of expansion and contraction of the said rotary valve under the influence of heat and cold. Thevalve drive consists of a set of spur gears 61 and 62 geared at a ratio of 4 to 1. a The gear 61 is secured to the crank shaft 40 while the gear 62 is loosely mounted upon a counter shaft 63 which is secured to the section 2 of the engine housing 1. A sprocket 64 isloosely mounted upon the counter shaft- 63 and rigidly secured to the spur gear 62. A sprocket 65 identical to the sprocket 64 has a three teeth sprocket 66 secured thereto, andis provided with an enlarged bore 67 to 1 permit mounting the same upon a sleeve 69 integrally formed in a section of gear housing 70. he said three teeth sprocket 66 has its teeth spaced approximately 120 around the circumference, that is a slight difference is made in the spacing of the teeth, so that the said teeth which are adapted to engage the flange 35 of the primary shell 14 cannot-in any way be in serted in the wrong position in the said flange 35 and thereby confound the timing of the engine. A silent chain 71'is provided for driving the sprocket 65 off thesprocket 64. A gear housing 7 O isprovided for enclosing the timing gears andsprockets; the lower section of said housing is secured in any conventional manner to the housing 1 while the upper section is secured to the forward bearing 4 and the lower section of the said gear housing. An intake pipe 72 is connected at one end to the pipe nipple 32 of the secondary shell 15 in such a manner as to make a leak proof connection without interfering with the rotation of the rotary valve while the opposite end is connected in the usual manner to the car- An oil pan 73 which 74 is secured to the An oil mounted on the lower section 3 down into the oil' pan 7 The pump 75 which is provided for lubricating the rotary valve bearings 4 and the crank is provided with a plug pump 7 5 is gram;

shaft bearings is operated p hinged plunger rod YG'hinged at 77 and pivoted to an ear 7 Swhich is incorporated in thegc ylinydcr strap 37 of theinner forward pair of. "cylinders 36; A coil spring 7 9 is mounted -overthe plunger rod 76 and a set collar 80. 1S

while bearing Will be used for lubricating the valve secured to, the said. plunger rodii (S above the c011 sprlngso as to keep the said coil spr ng. under shght tension, to faclhtate the, action of the spring in creating the up stroke of the plunger rod. The overflow of oil of the center and rear rotary valvebearingsi will assist lIl lubricating the cylmder straps 37, the over flow of the front rotary valve drive, Oil pockets; 81 Fig. l are provided in" the, straps 37' to catch "anyoil that additionaloiling means. An overflow pipe 82is provided in the gear housing to take care of any excess Oll in the sa d gear housing,- A metal cover 83 is secured to the timerv bear-ingse-to close'inthe top of the engine.

Hand holes v84: are cut in the sides of the upper, section 2 of thehousing 1' and cover plates -are secured over the handholes S l by means of clamps 86.. The .l'iand' holes are provided topermit removing andreplacing the pistons andpiston 'rodbearings without disassemblingthe engine.

- The cylinders'as paired and fulcru'med on the rotary valve from the rear end to the. front end are as follows: 1 and 54 and In operation the crank shaft makes four complete revolutions: or eight cycles to each power stroke of the 8 2 and 63 and 7.

piston, which operate asfollows: first cycle, intake of combustible material on the down stroke of the-piston, second'cycle compressing on the up stroke of the piston, first revolution; third cycle ignition or power stroke der ond exhaust of air on the up stroke of the piston, fourth revolution. As shown in the diagrammatic views in FiguresQ, 10, 11, and 12' the relative position of the pistons at any piston of cylinis in the position shown it is in time is as follows: When the der No. 1

position for the commencement of the power stroke; the piston in cylinder N o. 5 which is paired with cylinder N0. 1 is then in position for thefirst fresh air intake stroke. The piston of cylinder. No. 4 is in position for exhausting burntugases, 'and'the piston of cylinder No. 8 which pairs with cylinexhaust stroke.

No. 2 is in position for the compression intake-stroke V WIEh'BlQCtFlClty from the magneto or battery o my be splashed onto the straps 'from'the oil panas No. l is in posit-ion'for the second air The plston o of cylinder stroke, and the piston of cylincleWNo. 6f'

which is paired with cylinder; rNo. 2. is in position for the first .airlexhauststroke. V

The iston of c .lindenFfNo; 3 is in osition a i y for the gas ntakestroke and the piston of cylinder :No. which is. paired --w:i'th cylin ,der No; 3? s in positionfor the fs'econd a r i The terminal 52 isYcharged (not shown) so that when, the terminals 50 whichare connected with the spark plugs 51,

said; spark plugs 51 will be chargedwith electricity for *firing the charges ofv combustible material; The division flange 27 is arranged upon the engage the said terminalegtheall) outersurface of the tertiary shell 16 in such a manner as to'forcje' the combustible materialenteringthe intake chamber QO to travel along in the chamber until it reaches the center thereofbefore it can be drawn into the cylinders 2-, 6, 8 and '7 thereby thoroughly vaporizing the gasoline. *The gear ratio of four toone of the valve driving mechanism makes the arrangement of drawing-coolair intothe cylinders several times before drawing in gasoline possible, therebycooling the cylinders and theeXhaust i chamber and removing the loose carbonbefore'it is burnt into the cylin ders by the'next charge of combustible material. vided with clearance for the connecting rod bearing shoes 46 which engages the bearing slides 47 in orderto relieve the strain of ing rods when oscillating the cylinders."

negotiates the arcof from the uppervertical position to the horizontal position, the cylinder is swung towardthe side, thereby drawing the plunger rod 76 up, with the assistance of the coilspring 79 and when the crank-shaft'negotiat'es the arc of 90- from the horizontal position to thelower vertical,

the cylinder isswung into a vertical position causing the plunger rod to negotiate the com- The cylinders 36 are pro; the cut out portion 38 to provide the connect-f r The oilpump 75 is operated by the oscillation of the cylinder. When the crank shaft now pression strokeofthe pump. The next quarter move of thecrankshaft causes the plunger 1 rod to continue the compression stroke, while 'j the final-quarter move of the crankshaft. causes the plunger to commence the intake stroke. From the foregoing it'will be seen that the plunger rod'7-6 makes one'compres sion stroke withevery revolution of the crank shaft.

specific, method of constructing and assembling the elements of my invention, it is un- W hile l have herein described a certain,"

derstood same maybe variedin minor de-.

tails, not departing from the spirit of my invention as defined in the appendedclaims.

I claim :1. In an inte 'nal combustion engine as de-.

scribed, the combination with the cylindersof sa d engines,-a rotary valve provided with iii) adapted to communicate said intake and exhaust ports arranged in such a manner as to charge the combustion cylinders of the engine with combustible material once in every four revolutions of the crank shaft, and means for communicating said valve with said cylinders, of astationary terminal connected with a magneto or battery and mount-- ed on said engine; an insulated terminal ring terminal for firing said combustible material in said cylinders.

2. In combination with an eight cycle engine and the cylinders thereof, a rotary valve adapted to operate said engine, said valve having an annular air inlet chamber, an annular fuel intake chamber concentrically within said air inlet chamber, and an exhaust chamber concentrically within said fuel intake chamberysaid valve also having ports chambers successively with said cylinders; and means for operating the cylinders of said engine in pairs such that when one cylinder will be exhausting burnt gases into said exhaust chamber, the other cylinderwill be exhausting air also into said exhaust'chainber, whereby to cool the'burnt gases and thereby reduce the back pressure on said cylinders. L p a i a a 3. In an internal COIIlbllStlOll engine as de- 1 scribed, the combination with the combustion cylinders thereof, of a tapered rotary valve comprising several telescoped shells forming exhaust, gas intake and air intake chamber, said shells being provided with intake and exhaust ports arranged in such a manner as to charge the combustion cylinders with combustible material once in every eight strokes thereof, and means provided in the said gas intake chamber for thoroughly vaporizing said combustible material.

at. In an internal combustion engine as described, the combination with the combustion cylinders thereof, of a housing, a tapered rotary valve journaled insaid housing, said rotary valve comprising several tapered shells telescopcd into each other and spaced from each other and rotatable together, the said shells comprising exhaust, gas intake and air iin-ike chambers, gas and air intake andexllll t ports formed in said shells, and means for rotating said valve in the ratio of one revolution of the valve to four revolutions of the crankshaft of the engine. p In testimony whereof I afiix my signature.

RAYMOND ARCHER." 

